Lateral suspension mounting



' March 7, 1967 lv ze H. c. DOENNECKE LATERAL SUSPENSION MOUNTING 'Original Filed Jan. 17, 1964 ATTORNEY 3 Sheets-Sheet 1 INVENTOR Henry C. Daennecka wM/W March 7, 1967 Original Filed Jan.

H. c. DOYENNECKE LATERAL SUSPENS ION MOUNTING 5 Sheetsheet 2 I NVEN'TOR Henry C. Doeflnecke ATTORNEY March 7, 1967 H. c. DOENNECKE LATERAL SUSPENSION MOUNTING 3 Sheets-Sheet 5 Original Filed Jan.

I NVENTOR Henry C. Doennec ke ATTORNEY I 3,307,855 LATERAL SUSPENSION MOUNTING Henry C. Doennecke, Tulsa, Okla, assignor to Unit Rig & Equipment Company, Tulsa, Okla., a corporation of Delaware Continuation of application Ser. No. 471,098, July 12, 1965, which is a division of application Ser. No. 338,459, Jan. 17, 1964. This application May 16, 1966, Ser. No. 558,171

3 Claims. (Cl. 280-124) This application is a continuation of my copending application Serial No. 471,098 filed July 12, 1965, now abandoned and entitled Lateral Suspension Mounting which, in turn, is a division of application Serial No. 338,459 filed January 17, 1964, now Patent No. 3,259,397 and entitled Suspension Mounting. This invention relates to improvements in suspension devices and more particularly, but not by way of limitation, to a shock absorbing or suspension mounting arrangement for vehicles wherein resilient members are utilized in lieu of fluid cylinder devices, thus eliminating the need for fluid seals, and the like, and providing an increased operating performance.

Most vehicles of today are provided with suspension systems utilizing spring devices or hydraulic cylinders for absorbing the shock as the vehicle is driven or moves throughout its course of travel. The spring devices have certain disadvantages, particularly in utilization with large vehicles, such as off-highway type trucks and the like, in that the tremendous loads encountered and impressed on the devices frequently damage the springs whereby they must be replaced. Those suspension systems utilizing hydraulic cylinders, and the like, normally utilize fluids in the operation thereof, and as a result, fluid seals are required to preclude leakage of the hydraulic fluids from the system and maintain an eflicient operation. These fluids frequently fail to maintain a sufficient fluid seal and are usually very expensive in construction. Furthermore, as a practical matter, the shock absorbing performances of the presently available spring devices as Well as the reciprocal piston or plunger structures do not provide a sufliciently smooth ride for the operator of these exceptionally large off-highway vehicles. The resulting rough ride is not only uncomfortable, but may be hazardous to the driver of the equipment.

The present invention contemplates a novel shock absorbing or suspension mounting system for vehicles which is particularly designed and constructed for eliminating the use of springs and hydraulic cylinders and the inherent disadvantages thereof. In addition, the novel United States Fatent O suspension means is particularly designed and constructed a for reducing lateral jarring or shock in the vehicle during operation thereof. The novel suspension mounting arrangement provides a plurality of resilient members disposed within a housing in such a manner as to efliciently absorb the shock as the vehicle is driven along a highway or across rough terrain. The shock absorption performances of the novel suspension mounting have proven extremely efficient and actually provide as smooth a ride for the operator of the equipment which compares favorably with a ride in a passenger vehicle.

It is an important object of this invention to provide a novel shock absorbing system for a vehicle particularly designed and constructed for increased operating results.

It is another object of this invention to provide a novel shock absorbing or suspension mounting system for vehicles so constructed to eliminate the necessity of hydraulic cylinders, and the like, thus eliminating the need for fluid sealing devices.

Still another object of this invention is to provide a novel suspension mounting system for relatively large vehicles utilizing a plurality of resilient shock absorbing members which provide greatly increased shock absorbing performances during the operation of the vehicle.

Still another object of this invention is to provide a novel suspension mounting for off-highway type vehicles wherein the shock absorbing performance is sufficiently efiicient for providing a smooth ride for the operator of the vehicle which is comparable to that attainable in a passenger vehicle.

A further object of this invention is to provide a novel suspension mounting which may be arranged in a manner for absorbing both vertical shocks and lateral shocks encountered during the operation of a vehicle.

Other and further objects and advantageous features of the present invention will hereinafter more fully appear in connection with a detailed description of the drawings in which:

FIGURE '1 is a sectional elevational view of a front Wheel suspension mounting embodying the invention and shown in relationship to portions of a vehicle.

FIGURE 2 is a sectional elevational view of a rear wheel suspension mounting embodying the invention.

FIGURE 3 is a sectional view taken on line 3-3 of FIGURE 1.

FIGURE 4 is a sectional view taken on line 4-4 of FIGURE 2.

FIGURE 5 is a front elevational view of a suspension mounting embodying the invention and for absorbing lateral movement in a vehicle.

FIGURE 6 is an end elevational view of the suspension mounting depicted in FIGURE 5.

FIGURE 7 is a schematic view in reduced scale depicting the lateral suspension mounting of FIGURE 5 in association with a vehicle.

Front suspension mounting Referring to the drawings in detail, and particularly to FIGURES 1 and 3, reference character 10 generally indicates a front suspension mounting device comprising a main or inner housing member 12 which is preferably of substantially cylindrical configuration, but not limited thereto. The sleeve or housing 12 is disposed in or carried by a strut 14 which may be of any suitable type normally utilized for supporting a vehicle wheel 15, particularly the type utilized in relatively large or off-highway vehicles wherein at least the front wheel members thereof are usually independently mounted with respect to the vehicle (not shown). The sleeve 12 is preferably a shrink fit within a bore 13 of the strut 14, or otherwise suitably secured thereto, whereby the sleeve 12 and strut 14 will move as a unit, as will be hereinafter set forth.

An annular support member 16 is disposed within the housing 12 and is preferably spaced from the lower end 17 thereof, as viewed in FIGURE 1, by a suitable spacer sleeve 18. A plurality of groups or sets of resilient members or rubber pads, generally indicated at 20, are stacked or superimposed within the sleeve 12 with the lower most group 20 supported on the member 16. It is preferable to provide a rigid annular spacer member 22 between each adjacent group of resilient members 20 for facilitating the support of the groups or sets within the sleeve 12. A centrally disposed centering rod 24 extends longitudinally through the sleeve 12 and extends through the groups of pads 20, as clearly shown in FIGURE 1. The rod 24 functions as a guide and centering member for the resilient pads 20 during operation of the suspension mounting device 10, as will be hereinafter set forth.

It is anticipated that a suitable hearing such as a thrust bearing, or the like (not shown) may be disposed on the support plate 16 for receiving the lowermost set of pads 20 thereon. This thrust bearing may be included in the column of resilient pads 20 to substantially preclude any rsional wind up of the column when the front wheels i are turned during steering or operation of the vehicle. f course, it is to be noted that the thrust bearing may be sposed on substantially any of the spacers 22 or otherise interposed in the column of resilient pads 20 to 'ovide the same result. The rod 24 extends through the support member 16 id is slidable with respect thereto. A stop member26 secured to one end 28 of the rod 24 in any suitable anner, such as by the stud member 30, for engagement ith the support plate 16 to limit the movement of the d 24 in one direction. An annular resilient member L is disposed adjacent the upper surface of the stop mem- :r 26 and may be secured thereto in any suitable manner tot shown) for cushioning the shock of the engagement :tween the support member 16 and stop member 26 hen the rod 24 moves upwardly within the sleeve 12 iring operation of the device 10. The upper end 34 of the rod 24 protrudes beyond the per end of the sleeve 12 and extends through a cap ember 36. An outwardly extending flange member 38 provided on the outer extremity of the rod 24 and is lapted for disposition in a complementary recess 40 proded in the cap member 36 whereby the rod 24 is supvrted at the upper end by the cap 36. A suitable cover so 42 is secured to the upper surface of the cap 36 in ,y suitable manner such as by a plurality of screws 44 r retaining the flange 38 within the bore or recess 4%). will be apparent from an inspection of FIGURE 1 that e cap member 36 is spaced from the upper end of :eve 12 in a manner and for a purpose as will be hereafter set forth. An outer housing generally indicated at 46 is loosely iposed around the housing 12 and comprises an upper bular member 48 secured to the cap 36 in any suitable inner (not shown). The tubular member 46 is spaced )m the inner sleeve 12 by a suitable bushing 49 whereby e inner sleeve 12 may move both longitudinally and tatably with respect to the tubular member 46. A seve 50 is secured at one end to the tubular member 46 d extends downwardly therefrom to a lower tubular :mber 52 which is suitably secured to the opposite end ereof. The tubular member 52 is spaced from the inner eve 12 by a suitable bushing 54 which cooperates with bushing 49 to permit relative movement between the ier housing 12 and tubular member 52. An annular lg 56 is removably secured to the outer extremity or yer end of the tubular member 52 for cooperation with inwardly directed shoulder 57 on the inner periphery the sleeve 52 for retaining the bushing 54 in position )und the outer periphery of the sleeve 12. An annular aulder 58 is provided on the strut 14 and disposed )und the outer periphery of the sleeve 12 below the aining ring 56 for receiving an annular resilient mem- 6th to provide a cushioning or bumper action during eration of the device upon longitudinal movement of housing 12 within the outer housing 46. The outer housing 46 is preferably rigidly secured to vehicle, a portion of which is shown in FIGURE 1, 1 remains stationary with respect thereto. Of course, outer housing 46 may be secured to the vehicle in y suitable manner and as depicted herein, the upper 1 lower tubular members 48 and 52, respectively, are apped to the framework of the vehicle. As more parularly shown in FIGURE 3, an annular groove or res 62 in provided in the outer periphery of the tubular mber 52 for receiving an arcuate strap member 64 rein. The strap member 64 has the opposite ends reof secured to oppositely disposed flange members and 68 in any suitable manner such as by bolts 70. e flanges 66 and 68 are preferably integral with or idly secured to the frame '72 of the vehicle. Thus, the 1p 64 may be tightly engaged in the groove 62 for uring the lower portion of the outer housing 46 to the me portion 72 of the vehicle. The upper sleeve 48 may be similarly secured to the frame portion 72 of the vehicle. An annular groove 74 is provided around the outer periphery of the tubular member 48 for receiving a strap member 76 therein having the opposite ends se= cured to suitable bracket members 78 (only one of which is shown in FIGURE 1) which in turn is secured to or integral with the vehicle frame portion 72.

Referring particularly to FIGURE 1, the vehicle frame portion indicated at 72 is preferably one portion of the vehicle frame which is disposed in the proximity of the front wheel 16 and the upper portion of the frame 72 preferably extends slightly upwardly and outwardly as shown at 80 whereby a recess or well is provided for substantially encasing the device 10 and portion of the wheel 15. Of course, there is preferably a substantially identical but reverse arrangement provided on the opposite side of the vehicle in the proximity of the other front wheel. The shock absorbing device 10 is interposed between the wheel 16 and the frame 72 and is thus somewhat protected by the overhanging portion 80. In addi tion, it may be desirable to provide the usual snubber (not shown) for utilization in conjunction with the sus= pension mounting device 16. However, as a practical matter, it has been found that snubbers are not usually necessary. I

Each set of resilient members 20 preferably comprises a plurality of annular resilient pads so arranged as to provide for a maximum of support simultaneously with a maximum of compression. Each pad may comprise a rigid annular main body (not shown) having a resilient upper and lower surface bonded or otherwise secured thereto. The cross-sectional configuration of the resil ient surfaces may include longitudinally protruding nodules whereby one pad member is supported or dis posed between the outer extremities of the complementary nodules of the adjacent upper and lower pads. Pads of this type are commercially available and provide great strength for support and yet permit a great flexibility in compression.

Front suspension operation For purposes of illustration, it is assumed that the front suspension device 10 is to be utilized with a relatively large, off-highway vehicle (not shown) having a pair of oppositely disposed front wheels 15 (only one of which is shown in FIGURE 1). Each wheel 16 is carried by a strut 14 which is connected with the steering system of of the vehicle (not shown) in any well known manner, such as by the ball member 82 and a cooperating socket (not shown). Each strut 14 carries a sleeve 12 having the resilient sets of pads 20 disposed therein. The sleeves 12 are movably disposed within the respective outer housing 46 and the outer housings 46 are rigidly secured to the frame 72 of the vehicle.

As the vehicle moves during the course of travel there of, the wheels 15 independently jolt or bounce along the surface of the area being traversed, moving the strut 14' simultaneously therewith. In addition, the strut 14 is rotated with respect to the vehicle and in a substanially horizonal plane during steering of the vehicle. This combined up and down and rotational movement of the strut is transmitted to the sleeve 12 by virtue of the connection therebetween. The sleeve 12 is thus reciprocated and rotated, either independently or simultaneously, within the outer housing 46. The bushings 49 and 54 facilitate this movement of the sleeve 12 with respect to the housing 46.

The rotational movement of the sleeve 12 within the housing 46 results in a slight twisting of the superimposed stacks of pads 20 with-in the housing 46 and is absorbed The rotational movement of the sleeve 12 is thus not transmitted to the outer housing 46.

Upward movement of the sleeve 12 within the housing 46 is limited by the engagement of the retaining ring 56 and cushion member 58. As the sleeve 12 moves up- 'wardly within the housing 46, the support member 16 is moved upwardly therewith along the outer periphery of the rod 24 for compressing the resilient groups or sets of pads 20. It will be apparent that the space between the upper end of the housing 12 and the lower surface of the cap member 46 provides sufficient clearance for the longitudinal movement of the housing 12 and thus provides an area to permit the compression and expansion of pads during the reciprocal movement of sleeve 12 within the housing 46. This compression of the resilient pads 20 absorbs substantially all of the upward movement of the sleeve 12 whereby relatively little of the upward movement is imparted to the housing 46. The rod 24 functions as a guide for the plate 16 and pads 20 and maintains the pads centered within the sleeve 12 for faciliating the dampening action of the device 10.

Downwards movement of the strut 14 carrying the sleeve 12 moves the sleeve 12 downwardly within the housing 46 and causes the support plate 16 to move downwardly therewith along the outer periphery of the rod 24 for releasing the compressive force on the pads 20. The resiliency of the pads permits a return to the substantially normal conformation thereof. The downward movement of the sleeve 12 is limited by the engagement of the plate 16 With the cushion member 32 which is disposed on the stop member 26. The length of downward travel of the sleeve 12 permits an absorption of a great amount of corresponding movement of the strut 14 and wheels 15 without transmitting the movement to the outer housing 46.

It will be apparent that the front suspension mounting device absorbs a great amount of the vertical movements of the wheels of the vehicle during operation thereof. A minimum of bouncing or up and down movement is transmitted to the vehicle and as a result, an extremely smooth ride is provided for the operator of the vehicle or equipment, particularly when the front suspension device 10 is utilized in conjunction with a suspension device adapted for use with the rear wheels of the vehicle as will be hereinafter set forth.

Rear suspensi n m unting Referring now to FIGURES 2 and 4, a rear suspension mounting device or shock absorber generally indicated at 90, is particularly designed and constructed for utilization in combination with the rear wheels 92 (FIGURE 7) of the vehicle, the rear portion of which is generally indicated at 94 in FIGURE 7. The rear suspension device 90 comprises an outer housing 96 which may be of cylindrical or rectangular configuration, as desired, and as depicted herein is of rectangular cross-sectional configuration. The upper end of the housing 96 is closed by a suitable plate 98 which may be welded or otherwise secured thereto. A support member or hanger 100 is secured to the upper surface of the plate 98 and is provided with an aperture 102 extending transversely therethrough for connecting the housing 96 with the vehicle 94 in a manner as will be hereinafter set forth.

The lower end 103 of the housing 96 is open and a support plate 104 carried by a housing 106 is slidably disposed within the housing 96 in the proximity of the open end 103. A plurality of superimposed pads, generally indicated at 108, are disposed within the housing 96 and supported on the plate 104. A second group of superimposed resilient pads, generally indicated at 110, is disposed within the housing 96 and spaced from the first group 108 by a suitable spacer member 112. Whereas two groups of pads are depicted herein, it is to be understood that substantially any desired member thereof may be utilized. The groups of pads 108 and 110 may be of any suitable flexible type, such as those disclosed in the front suspension mounting, but not limited thereto.

A shaft 114 extends transversely through the movable housing 106 and is secured therein in any suitable manner, such as by a pair of spaced aligned sleeve members 116 and 118 which are Welded or otherwise secured to t centrally disposed U-shaped web member 120 provider within the housing 106. The side walls 122 and 124 o: the housing 106 which are disposed adjacent the sleeve: 116 and 118 are provided with aligned longitudinally extending slots or recesses 126 and 128, respectively, f0] receiving oppositely disposed inwardly extending sto; members 130 and 132 which are secured within the housing 96. The stop members 130 and 132 cooperate witl the slots 126 and 128 for limiting the downward movement of the inner housing 106 with respect to the outei housing 96 as will be hereinafter set forth in detail.

A longitudinally extending slot 134 is provided on one side of the outer housing 96 and extends upwardly frorr the open end 103 thereof in alignment with a s-imilal longitudinally extending slot 136 provided in the housing 106. An arm member 138, having one end thereof sescured to or journalled on the shaft 114 in any suitable manner, such as by a spherical bushing 139, extends radially outwardly from the shaft "114 and through the aligned slots 134 and 136 into connection with the axle structure 140 (FIGURE 7) extending between the rear wheels 92. In this manner, the inner housing 106 and support member 104 carried thereby are rigidly connectec or secured to the axle structure 140 for movement simultaneously therewith whereby the housing 106 will be reciprocated within the housing 96 during operation of the 1 vehicle.

Whereas the axle structure 140 shown in FIGURE '7 is a single transversely extending unit, it is to be understood that it may be desirable to provide independent axle structures for the complementary pairs of wheels. In this event, a rear suspension mount will be provided for each axle structure.

Rear suspension operation The rear suspension mounting device 90 is secured to the vehicle in the proximity of the rear wheels 92 thereoi for absorbing the shock encountered by the rear wheels during operation of the vehicle. It is preferable to utilize at least two of the devices 90, one being disposed in the proximity of each pair of complementary rear wheels. The outer housing 96 of each device 90 is secured to the rear portion 94 of the vehicle in any suitable manner, such as by a shaft or pin member (not shown), extending through the aperture 102 of the support or hanger member 100. In this manner, the housing 96 moves simultaneously with the vehicle. As hereinbefore set forth, the housing 106 and support plate 104 carried thereby are siidably disposed within the housing 96 and are in rig-id connection with the axle 140 of the rear wheels 92 through the arm member 138. Thus, the housing 106 and support plate 104 move simultaneously with the rear wheels and independently from the vehicle itself.

As the vehicle moves throughout its course of travel, the rear wheels fluctuate in accordance with the roughness of the terrain being traversed. Any upward movement of the rear wheels moves the associated housing 106 and support plate 104 upwardly within the housing 96 for compressing the sets or groups of pads 108 and 110. A considerable amount of compression is permitted by the resilient pads in the groups and, thus, substantially all of the vertically upward movement of the wheels is absorbed without transmitting said movement to the vehicle. Conversely, downward movement of the rear wheels moves the housing 106 and support plate 104 downwardly within the housing 96 for releasing the compression pressure on the pads 108 and 110. It will be apparent that substantially all of the downward vertical movement of the wheels will be absorbed without transferring thereof to the vehicle. The oppositely disposed stop members and 132 provided within the housing 96 cooperate with the corresponding slots 126 and 128 of the housing 106 for limiting the downward movement of the housing .106

;h respect to the housing 96 and precluding accidental :hdrawal of the housing 106 from disposition within housing 96.

When the vehicle is fully loaded, the weight thereof 1 be considerably greater than when it is unloaded or :tially loaded. The housing 96 will be positioned lower .h respect to the housing 106 in the loaded condition of vehicle, but the compression distance allowable in groups of pads 108 and 110 is specifically selected ereby even in the fully loaded condition of the vehicle, re is still suflicient compression area or space remain to assure an efficient operation of the rear suspension llCC 90.

Lateral suspension mounting Referring now to FIGURES 5, 6 and 7, a lateral shock aorbing or suspension mounting device, generally indied at 150, is depicted which is adapted for providing resilient or yielding support between the vehicle and rear wheels thereof in lieu of the usual leaf springs 3t shown) and the like, normally utilized in vehicles of type. The lateral suspension mounting device is preftbly mounted on the outer periphery of the axle 140 exidin-g between the rear wheels 92 of the vehicle and ends upwardly therefrom substantially centrally dissed between the wheels as shown in FIGURE 7.

The lateral suspension device 150 comprises a pair of iced plate members 152 and 154 secured to or supported the axle structure 1 4%) in any suitable manner. As gicted herein, an angularly disposed web or plate 156 ty extend between each plate 152 and 154 and the .e structure 140 and is preferably welded or otherwise idly secured therebetween. In the event the axle struce 146 comprises two individual axle members, as ieinbefore set forth, the plate 152 may be secured one of the axles 140a (FIGURE 5) and the plate 154 ty be secured to the other axle 14%. In addition, a table support bracket 1'58 may be secured between the ttes 1'52 and 154 and the respective axle members [la and Mill).

A cover or top member 1164) is secured between the per ends of the plates 152 and 154. A pair of spaced vardly directed side plate members 162 are secured to inner surface of the plate 152 and a pair of similar e plates 164 (only one of which is shown in FIGURE are provided on the inner surface of the plate 154. bottom plate (not shown) is secured between each the complementary pairs of side plates 162 and 164 is providing a pair of oppositely disposed chambers receiving a plurality of flexible pad members 1nd :rem.

A compression member 1 68 is disposed adjacent the yosed surface of the outermost pad 166 in each of the d chambers and a plurality of spaced stud or guide :mbers 170 extend through each plate 152 and 154 and associated chamber and respective compression memr 168 whereby each compression member 16-8 may we back and forth within its respective chamber for ernately compressing and releasing the pressure on the ds 1'66 in association therewith. It is preferably that pads 166 be in a precompressed condition at a preected compression pressure and this may be accomshed in any suitable manner (not shown).

A wear plate or hearing plate 172 is suitably secured the exposed surface of each compression member 8 for slidably receiving an apertured block member 4 therebetween. The apertured block 174 may be of y suitable type and configuration and is secured to the \r portion 94- of the vehicle in any well known manner, :h as by a shaft 175 (FIGURE 7) which may be secured the vehicle in any suitable manner and extends through apertured block 174 and is suitably secured thereto. to block 174 is thus movable simultaneously with the hicle and is slidable with respect to the plates 172 upon ative movement between the vehicle and the rear 8 wheels 92. The side plates 162 and 164 are preferable relieved, as shown at 176 in FIGURE 5, for ease of installation and removal of the pads 166 from the respective chambers.

Lateral suspension operation The lateral suspension device may be secured to the axle structure 144), as hereinbefore set forth, whereby the entire device moves simultaneously with the rear wheels )2 of the vehicle. The block 174 is disposed between the wear plates 172 and in turn is secured to the rear portion 9 4 of the vehicle. During operation of the vehicle, the vehicle usually oscillates in a lateral direction independently of the wheels. This action causes the block 174 to move in a lateral direction and thus bears against one of the plates 172 with greater force than against the other of said plates 172. One set of pads 166 'wiil thus be compressed with a greater force than the other set of pads for absorbing substantially all of the lateral motion of the vehicle without transmitting this lateral movement to the rear wheels 92.

Of course, any vertical variations of movement between the vehicle and the rear wheels will cause the block member 174 to ride vertically between the plate members 172. It will be apparent that there is thus no transmission of vertical movements between the vehicle and the rear wheels. It will be further apparent that the block 174 is limited in its movement in one direction by the top member 1-60 and is limited in its movement in an opposite direction by the axle structure 140.

As the vehicle oscillates or moves from side to side laterally with respect to the wheels, first one compression plate 1&8 is moved by the block 174 for compression of the respective pads led and then the other of said compression plates 168 is moved against the respective pads 166. The resiliency of the pads absorbs substantially all of the lateral movement of the vehicle with respect to the wheels, or conversely, of the wheels with respect to the vehicle.

Summary The present invention provides a novel supporting or suspension devices for utilization with a vehicle, particularly a relatively large vehicle, wherein a plurality of complementary resilient compression members or pads are utilized for absorbing relative motion between various components of the vehicle. The front suspension mounting device is preferably of a cylindrical configuration wherein absorption is provided for both vertical fluctuations and rotational variances of the wheels and frame of the vehicle. The rear suspension structure normally does not require rotational compensation and is accordingly particularly constructed for absorbing vertical fluctuations between the rear wheels and the vehicle itself. A similar application of flexible pad members is utilized to compensate for or absorb lateral variations of movement, particularly between the rear wheels and the vehicle.

As a practical matter, it has been found in a large vehicle of the oif-highway type that a combination of suspension devices utilizing the principle disclosed herein provides a smooth ride for the operator of the equipment which is comparable to the ride attainable in a passenger vehicle. Thus, the overall operation of the vehicle is greatly facilitated by providing an ease of driving and riding for the operator thereof.

From the foregoing, it will be apparent that the present invention contemplates a novel suspension or shock absorbing structure for vehicles utilizing a plurality of resilient members in combination for absorbing substantially all shock or movement variances between the wheels of a vehicle and the framework thereof. The novel suspension devices embodying the invention are simple and efficient in operation and economical and durable in construction.

Changes may be made in the combination and arrangement of parts as heretofore set forth in the specification and shown in the drawings, it being understood that any modification in the precise embodiment of the invention may be made within the scope of the following claims, Without departing from the spirit of the invention.

What is claimed is:

1. A suspension mounting device for a wheeled vehicle having front and rear wheels and comprising a support housing rigidly secured to the rear wheels, a pair of oppositely disposed chambers provided in the support housing, said chambers having the facing sides thereof open, a plurality of resilient pad members disposed in each of said chambers, block means disposed above the rear Wheel axis and interposed between the open sides of said chambers, means connecting said block means with the vehicle, compression plate means disposed adjacent the outer-most resilient pad member disposed in each chamber and bearing against said block means, said compression plate means cooperating with said block means for alternate compression and expansion of the resilient pad members upon relative lateral movement between the rear Wheels and the vehicle for absorbing substantially all of said lateral movement.

2. A suspension mounting device for a wheeled vehicle having front and rear wheels and comprising a support housing rigidly connected with the rear wheels, a pair of oppositely disposed chambers provided in the support housing and having the facing sides thereof open, a plurality of resilient pad members disposed in each chamber, a compression plate member disposed adjacent the exposed resilient pad member in the open side of each chamber and reciprocally disposed within the respective chamber, guide means extending through each chamber and into engagement with the respective compression plate member for guiding the reciprocal movement of the compression plate member with respect to its respective chamber, a wear plate carried by the exposed surface of each compression plate, a block member disposed above the rear wheel axis and interposed between the wear plate members and slidable with respect thereto, said block member being rigidly secured with the vehicle for movement simultaneously therewith independently from the wheels, said block member cooperating with said compression plates for alternate compression and expansion of the resilient pad members upon relative lateral movement between the vehicle and the rear wheels whereby said lateral movement is absorbed.

3. A suspension mounting device for a wheeled vehicle having front and rear wheels and comprising a support housing rigidly connected with the rear wheels, a pair of oppositely disposed chambers provided in the support housing, said chambers being disposed in substantially horizontal alignment and having the facing sides thereof open, a plurality of resilient pad members disposed in each chamber, a compression plate member slidably disposed in each chamber adjacent the exposed resilient pad member disposed therein, a plurality of stud members extending through each chamber and respective compression plate member for guiding the movement of the compression plates within the chambers, a wear plate carried by the inwardly exposed face of each compression plate, a block member disposed above the rear Wheel axis and interposed between the wear plate members and vertically movable with respect thereto, said block member being secured with the vehicle for movement simultaneously therewith independently from the Wheels, said block member cooperating with said compression plates for alternate compression and expansion of the resilient pad members upon relative lateral movement between the vehicle and the rear Wheels whereby said lateral movement is absorbed.

References Cited by the Examiner UNITED STATES PATENTS 3,111,335 11/1963 Hickman 2672OX 3,133,745 5/1964 Granning 26768 X BENJAMIN HERSH, Primary Examiner.

P. GOODMAN, Assistant Examiner. 

1. A SUSPENSION MOUNTING DEVICE FOR A WHEELED VEHICLE HAVING FRONT AND REAR WHEELS AND COMPRISING A SUPPORT HOUSING RIGIDLY SECURED TO THE REAR WHEELS, A PAIR OF OPPOSITELY DISPOSED CHAMBERS PROVIDED IN THE SUPPORT HOUSING, SAID CHAMBERS HAVING THE FACING SIDES THEREOF OPEN, A PLURALITY OF RESILIENT PAD MEMBERS DISPOSED IN EACH OF SAID CHAMBERS, BLOCK MEANS DISPOSED ABOVE THE REAR WHEEL AXIS AND INTERPOSED BETWEEN THE OPEN SIDES OF SAID CHAMBERS, MEANS CONNECTING SAID BLOCK MEANS WITH THE VEHICLE, COMPRESSION PLATE MEANS DISPOSED ADJACENT THE OUTER-MOST RESILIENT PAD MEMBER DISPOSED IN EACH CHAMBER AND BEARING AGAINST SAID BLOCK MEANS, SAID COMPRESSION PLATE MEANS COOPERATING WITH SAID BLOCK MEANS FOR ALTERNATE COMPRESSION AND EXPANSION OF THE RESILIENT PAD MEMBERS UPON RELATIVE LATERAL MOVEMENT BETWEEN THE REAR WHEELS AND THE VEHICLE, FOR ABSORBING SUBSTANTIALLY ALL OF SAID LATERAL MOVEMENT. 